Vehicle speed control system

ABSTRACT

A vehicle speed control system for a vehicle comprises a lateral acceleration sensor, a vehicle speed sensor, a target vehicle speed setting device, a drive system of the vehicle, and a controller connected. The controller is arranged to calculate a correction quantity on the basis of the lateral acceleration and the vehicle speed, to calculate a command vehicle speed on the basis of the vehicle speed, the target vehicle speed, a variation of the command vehicle speed and the correction quantity, and to control the drive system to bring the vehicle speed closer to the command vehicles speed.

BACKGROUND OF THE INVENTION

[0001] The present invention relates to a vehicle speed control systemfor controlling a vehicle speed, and more particularly to a controlsystem which controls a vehicle so as to automatically cruise at a setvehicle speed.

[0002] Japanese Patent Provisional Publication No. (Heisei) 11-314537discloses a vehicle speed control system which controls a vehicle speedso that an actual lateral acceleration of the vehicle does not becomegreater than a preset lateral acceleration.

SUMMARY OF THE INVENTION

[0003] This control system is arranged to decelerate the vehicle from atarget vehicle speed at a predetermined vehicle-speed variation(acceleration/deceleration) which maintains the actual lateralacceleration below a preset value. However, when the preset value of thedeceleration (acceleration) is set at a small value adapted to a highspeed traveling and when the vehicle travels at a low vehicle speed, thevehicle stability is degraded due to the vehicle motion characteristicsunder a low speed traveling condition. More specifically, since thenatural frequency of a lateral motion of the vehicle is high under a lowspeed traveling condition, that is, since a steering response of thevehicle is quick under the low speed traveling condition, the lateralacceleration of the vehicle tends to become large and therefore thevehicle stability tends to be degraded. On the other hand, when thepreset value of the deceleration (acceleration) is set at a large valueadapted to a low speed traveling and when the vehicle travels at a highvehicle speed, the large deceleration of the vehicle impresses a strangefeeling to a driver.

[0004] It is therefore an object of the present invention to provide animproved vehicle speed control system which ensures a vehicle stabilityduring the deceleration of the vehicle without impressing a strangefeeling to a driver even if the vehicle travels at any vehicle speed.

[0005] Another object of the present invention is to provide a vehiclespeed control system which can decides whether the vehicle is travelinga curved road and varies the variation (acceleration/deceleration) of acommand vehicle speed so as to fit with a drive feeling during aconstant vehicle speed cruise control.

[0006] A vehicle speed control system according to the present inventionis for a vehicle and comprises a lateral acceleration sensor whichsenses a lateral acceleration of the vehicle, a vehicle speed sensorwhich senses a vehicle speed of the vehicle, a target vehicle speedsetting device for setting a target vehicle speed, a drive system whichgenerates drive force of the vehicle, and a controller connected withthe lateral acceleration sensor, the vehicle speed sensor, the targetvehicle speed setting device and the drive system. The controller isarranged to calculate a correction quantity based on the lateralacceleration and the vehicle speed to calculate a command vehicle speedon the basis of the vehicle speed, the target vehicle speed, a variationof the command vehicle speed, and the correction quantity, and tocontrol the drive system to bring the vehicle speed closer to thecommand vehicles speed.

[0007] In addition to the above aspect, the controller according to thepresent invention may be further arranged to determine whether thevehicle is traveling on a curved road, and to determine the variation ofthe command vehicle speed at the time after the traveling on the curvedroad is terminated, on the basis of one of a curve-terminated vehiclespeed at the time when the curved road traveling is terminated and astart-end deviation between the vehicle speed at the time when thevehicle starts traveling on a curved road and the vehicle speed at thetime when the curved road traveling is terminated.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008]FIG. 1 is a block diagram showing a structure of a vehicle speedcontrol system according to the present invention.

[0009]FIG. 2 is a block diagram showing a structure of alateral-acceleration vehicle-speed correction-quantity calculating block580.

[0010]FIG. 3 is a graph showing a relationship between a vehicle speedV_(A)(t) and a cutoff frequency fc of a low pass filter.

[0011]FIG. 4 is a graph showing a relationship between a correctioncoefficient CC for calculating a vehicle speed correction quantityV_(SUB)(t) and a value Y_(G)(t) of the lateral acceleration.

[0012]FIG. 5 is a graph showing a relationship between a naturalfrequency ω_(nSTR) and the vehicle speed.

[0013]FIG. 6 is a graph showing a relationship between an absolute valueof a deviation between vehicle speed V_(A)(t) and a maximum valueV_(SMAX) of a command vehicle speed, and a command vehicle speedvariation ΔV_(COM)(t).

[0014]FIG. 7 is a block diagram showing a structure of a command drivetorque calculating block 530.

[0015]FIG. 8 is a map showing an engine nonlinear stationarycharacteristic.

[0016]FIG. 9 is a map showing an estimated throttle opening.

[0017]FIG. 10 is a map showing a shift map of a CVT.

[0018]FIG. 11 is a map showing an engine performance.

[0019]FIG. 12 is a block diagram showing a construction of a commanddrive torque calculating block 530.

DETAILED DESCRIPTION OF THE INVENTION

[0020] Referring to FIGS. 1 to 12, there is shown a vehicle speedcontrol system according to an embodiment of the present invention.

[0021]FIG. 1 shows a block diagram showing a construction of the vehiclespeed control system according to the embodiment of the presentinvention. With reference to FIGS. 1 to 12, the construction andoperation of the vehicle speed control system according to the presentinvention will be discussed hereinafter.

[0022] The vehicle speed control system according to the presentinvention is equipped on a vehicle and is put in a standby mode in amanner that a vehicle occupant manually switches on a system switch (notshown) of the speed control system. Under this standby mode, when a setswitch 20 is switched on, the speed control system starts operations.

[0023] The vehicle speed control system comprises a vehicle speedcontrol block 500 which is constituted by a microcomputer and peripheraldevices. Blocks in vehicle speed control block 500 represent operationsexecuted by this microcomputer. Vehicle speed control block 500 receivessignals from a steer angle sensor 100, a vehicle speed sensor 10, theset switch 20, a coast switch 30, an accelerate (ACC) switch 40, anengine speed sensor 80, an accelerator pedal sensor 90 and acontinuously variable transmission (CVT) 70. According to the signalsreceived, vehicle speed control block 500 calculates various commandvalues and outputs these command values to CVT 70, a brake actuator 50and a throttle actuator 60 of the vehicle, respectively, to control anactual vehicle speed at a target vehicle speed.

[0024] A command vehicle speed determining block 510 of vehicle speedcontrol section 500 calculates a command vehicle speed V_(COM)(t) byeach control cycle, such as by 10 ms. A suffix (t) denotes that thevalue with the suffix (t) is a valve at the time t and is varied in timeseries (time elapse). In some graphs, such suffix (t) is facilitated.

[0025] A command vehicle speed maximum value setting block 520 sets avehicle speed V_(A)(t) as a command vehicle speed maximum value V_(SMAX)(target speed) at time when set switch 30 is switched on. Vehicle speedV_(A)(t) is an actual vehicle speed which is detected from a rotationspeed of a tire rotation speed by means of a vehicle speed sensor 10.

[0026] After command vehicle speed maximum value V_(SMAX) is set by theoperation of set switch 20, command vehicle speed setting block 520decreases command vehicle speed maximum value V_(SMAX) by 5 km/h inreply to one push of coast switch 30. That is, when coast switch 30 ispushed a number n of times (n times), command vehicle speed V_(SMAX) isdecreased by n×5 km/h. Further, when coast switch 30 has been pushed fora time period T (sec.), command vehicle speed V_(SMAX) is decreased by avalue T/1(sec.)×5 km/h.

[0027] Similarly, after command vehicle speed maximum value V_(SMAX) isset by the operation of set switch 20, command vehicle speed settingblock 520 increases command vehicle speed maximum value V_(SMAX) by 5km/h in reply to one push of ACC switch 40. That is, when ACC switch 40is pushed a number n of times (n times), command vehicle speed maximumvalue V_(SMAX) is increased by n×5 km/h. Further, ACC switch 40 has beenpushed for a time period T (sec.), command vehicle speed maximum valueV_(SMAX) is increased by a value T/1(sec.)×5(km/h).

[0028] A lateral acceleration (lateral G) vehicle-speedcorrection-quantity calculating block 580 receives a steer angle θ(t)from steer angle sensor 100 and vehicle speed V_(A)(t) from vehiclespeed sensor 10, and calculates a vehicle speed correction quantityV_(SUB)(t) which is employed to correct the command vehicle speedV_(COM)(t) according to a lateral acceleration (hereinafter, it called alateral-G). More specifically, lateral-G vehicle-speedcorrection-quantity calculating section 580 comprises a steer anglesignal low-pass filter (hereinafter, it called a steer angle signal LPFblock) 581, a lateral-G calculating block 582 and a vehicle speedcorrection quantity calculation map 583, as shown in FIG. 2.

[0029] Steer angle signal LPF block 581 receives vehicle speed V_(A)(t)and steer angle θ(t) and calculates a steer angle LPF value θ_(LPF)(t).Steer angle LPF value θ_(LPF)(t) is represented by the followingequation (1).

θ_(LPF)(t)=θ(t)/(TSTR·s+1)  (1)

[0030] In this equation (1), s is a differential operator, and TSTR is atime constant of the low-pass filter (LPF) and is represented byTSTR=1/(2π·fc). Further, fc is a cutoff frequency of LPF and isdetermined according to vehicle speed V_(A)(t) as shown by a map showinga relationship between cutoff frequency fc and vehicle speed V_(A)(t) inFIG. 3. As is clear from the map of FIG. 3, cutoff frequency fc becomessmaller as the vehicle speed becomes higher. For example, a cutofffrequency at the vehicle speed 100 km/h is smaller than that at thevehicle speed 50 km/h.

[0031] Lateral-G calculating block 582 receives steer angle LPF valueθ_(LPF)(t) and vehicle speed V_(A)(t) and calculates the lateral-GY_(G)(t) from the following equation (2).

Y _(G)(t)={V _(A)(t)²·θ_(LPF)(t)}/{N·W·[1+A·V _(A)(t)²]}  (2)

[0032] In this equation (2), W is a wheelbase dimension of the vehicle,N is a steering gear ratio, and A is a stability factor. The equation(2) is employed in case that the lateral G of the vehicle is obtainedfrom the steer angle.

[0033] When the lateral G is obtained by using a yaw-rate sensor andprocessing the yaw rate ψ(t) by means of a low-pass filter (LPF), thelateral-G Y_(G)(t) is obtained from the following equations (3) and (4).

Y _(G)(t)=V _(A)(t)·ψ_(LPF)  (3)

ψ_(LPF)=ψ(t)/(T _(YAW) ·s+1)  (4)

[0034] In the equation (4), T_(YAW) is a time constant of the low-passfilter. The time constant T_(YAW) increases as vehicle speed V_(A)(t)increases.

[0035] Vehicle speed correction calculation map 583 calculates a vehiclespeed correction quantity V_(SUB)(t) which is employed to correctcommand vehicle speed V_(COM)(t) according to lateral-G Y_(G)(t).Vehicle speed correction quantity V_(SUB)(t) is calculated bymultiplying a correction coefficient CC determined from the lateral Gand a predetermined variation limit of command vehicle speed V_(COM)(t).In this embodiment, the predetermined variation limit of command vehiclespeed V_(COM)(t) is set at 0.021(km/h/10 ms)=0.06G. The predeterminedvariation limit of the command vehicle speed is equal to the maximumvalue of a variation (corresponding to acceleration/deceleration)ΔV_(COM)(t) of the command vehicle speed shown in FIG. 6.

V _(SUB)(t)=CC×0.021 (km/h/10 ms)  (5)

[0036] As mentioned later, the vehicle speed correction quantityV_(SUB)(t) is added as a subtraction term in the calculation process ofthe command vehicle speed V_(COM)(t) which is employed to control thevehicle speed. Accordingly, command vehicle speed V_(COM)(t) is limitedto a smaller value as vehicle correction quantity V_(SUB)(t) becomeslarger.

[0037] Correction coefficient CC becomes larger as lateral-G Y_(G)becomes larger, as shown in FIG. 4. The reason thereof is that thechange of command vehicle speed V_(COM)(t) is limited more as thelateral-G becomes larger. However, when the lateral-G is smaller than orequal to 0.1G as shown in FIG. 4, correction coefficient CC is set atzero since it is decided that it is not necessary to correct commandvehicle speed V_(COM)(t). Further, when the lateral-G is greater than orequal to 0.3G, correction coefficient CC is set at a predeterminedconstant value. That is, the lateral-G never becomes greater than orequal to 0.3G as far as the vehicle is operated under a usual drivingcondition. Therefore, in order to prevent the correction coefficient CCfrom being set at an excessively large value when the detection value ofthe lateral-G erroneously becomes large, the correction coefficient CCis set at such a constant value, such as at 2.

[0038] When a driver requests to increase the target vehicle speed byoperating accelerate switch 40, that is, when acceleration of thevehicle is requested, the command vehicle speed V_(COM)(t) is calculatedby adding present vehicle speed V_(A)(t) and command vehicle speedvariation ΔV_(COM)(t) and by subtracting vehicle speed correctionquantity V_(SUB)(t) from the sum of present vehicle speed V_(A)(t) andcommand vehicle speed variation ΔV_(COM)(t).

[0039] Therefore, when command vehicle speed variation ΔV_(COM)(t) isgreater than vehicle speed correction quantity V_(SUB)(t), the vehicleis accelerated. When command vehicle speed variation ΔV_(COM)(t) issmaller than vehicle speed correction quantity V_(SUB)(t), the vehicleis decelerated. Vehicle speed correction quantity V_(SUB)(t) is obtainedby multiplying the limit value of the command vehicle speed variation (amaximum value of the command vehicle speed variation) with correctioncoefficient CC shown in FIG. 4. Therefore, when the limit value of thecommand vehicle speed variation is equal to the command vehicle speedvariation and when correction coefficient CC is 1, the amount foracceleration becomes equal to the amount for deceleration. In case ofFIG. 4, when Y_(G)(t)=0.2, the amount for acceleration becomes equal tothe amount for deceleration. Accordingly, the present vehicle speed ismaintained when the correction coefficient CC is 1. In this example,when the lateral-G Y_(G)(t) is smaller than 0.2, the vehicle isaccelerated. When the lateral-G Y_(G)(t) is larger than 0.2, the vehicleis decelerated.

[0040] When the driver requests to lower the target vehicle speed byoperating coast switch 30, that is, when the deceleration of the vehicleis requested, the command vehicle speed V_(COM)(t) is calculated bysubtracting command vehicle speed variation ΔV_(COM)(t) and vehiclespeed correction quantity V_(SUB)(t) from present vehicle speedV_(A)(t). Therefore, in this case, the vehicle is always decelerated.The degree of the deceleration becomes larger as vehicle speedcorrection quantity V_(SUB)(t) becomes larger. That is, vehicle speedcorrection quantity V_(SUB)(t) increases according to the increase ofthe lateral-G Y_(G)(t). The above-mentioned value 0.021(km/h/10 ms) hasbeen defined on the assumption that the vehicle is traveling on ahighway.

[0041] As mentioned above, vehicle speed correction quantity V_(SUB)(t)is obtained from the multiple between the correction coefficient CCaccording to the lateral acceleration and the limit value of the commandvehicle speed variation V_(COM)(t). Accordingly, the subtract term(vehicle speed correction quantity) increases according to the increaseof the lateral acceleration so that the vehicle speed is controlled soas to suppress the lateral-G. However, as mentioned in the explanationof steer angle signal LPF block 581, the cutoff frequency fc is loweredas the vehicle speed becomes larger. Therefore the time constant TSTR ofthe LPF is increased, and the steer angle LPF θ_(LPF)(t) is decreased.Accordingly, the lateral acceleration estimated at the lateral-Gcalculating block 581 is also decreased. As a result, the vehicle speedcorrection quantity V_(SUB)(t), which is obtained from the vehicle speedcorrection quantity calculation map 583, is decreased. Consequently, thesteer angle becomes ineffective as to the correction of the commandvehicle speed. In other words, the correction toward the decrease of theacceleration becomes smaller due to the decrease of vehicle speedcorrection quantity V_(SUB)(t).

[0042] More specifically, the characteristic of the natural frequencyω_(nSTR) relative to the steer angle is represented by the followingequation (6).

ω_(nSTR)=(2W/V _(A)){square root}{square root over ([Kf·Kr·(1+A·V _(A)²)/m _(V) ·I])}  (6)

[0043] In this equation (6), Kf is a cornering power of one front tire,Kr is a cornering power of one rear tire, W is a wheelbase dimension,m_(V) is a vehicle weight, A is a stability factor, and I is a vehicleyaw inertia moment.

[0044] The characteristic of the natural frequency ω_(nSTR) performssuch that the natural frequency ω_(nSTR) becomes smaller and the vehicleresponsibility relative to the steer angle degrades as the vehicle speedincreases, and that the natural frequency ω_(nSTR) becomes greater andthe vehicle responsibility relative to the steer angle is improved asthe vehicle speed decreases. That is, the lateral-G tends to begenerated according to a steering operation as the vehicle speed becomeslower, and the lateral-G due to the steering operation tends to besuppressed as the vehicle speed becomes higher. Therefore, the vehiclespeed control system according to the present invention is arranged tolower the responsibility by decreasing the cutoff frequency fc accordingto the increase of the vehicle speed so that the command vehicle speedtends not to be affected by the correction due to the steer angle as thevehicle speed becomes higher.

[0045] A command vehicle speed variation determining block 590 receivesvehicle speed V_(A)(t) and command vehicle speed maximum value V_(SMAX)and calculates the command vehicle speed variation ΔV_(COM)(t) from themap shown in FIG. 6 on the basis of an absolute value |V_(A)−V_(SMAX)|of a deviation between the vehicle speed V_(A)(t) and the commandvehicle speed maximum value V_(SMAX).

[0046] The map for determining command vehicle speed variationΔV_(COM)(t) is arranged as shown in FIG. 6. More specifically, whenabsolute value |V_(A)−V_(SMAX)| of the deviation is within a range B inFIG. 6, the vehicle is quickly accelerated or decelerated by increasingcommand vehicle speed variation ΔV_(COM)(t) as the absolute value of thedeviation between vehicle speed V_(A)(t) and command vehicle speedmaximum value V_(SMAX) is increased within a range where command vehiclespeed variation ΔV_(COM)(t) is smaller than acceleration limit α fordeciding the stop of the vehicle speed control. Further, when theabsolute value of the deviation is small within the range B in FIG. 6,command vehicle speed variation ΔV_(COM)(t) is decreased as the absolutevalue of the deviation decreases within a range where the driver canfeel an acceleration of the vehicle and the command vehicle speedvariation ΔV_(COM)(t) does not overshoot maximum value V_(SMAX) of thecommand vehicle speed. When the absolute value of the deviation is largeand within a range A in FIG. 6, command vehicle speed variationΔV_(COM)(t) is set at a constant value which is smaller thanacceleration limit α, such as at 0.06G. When the absolute value of thedeviation is small and within a range C in FIG. 6, command vehicle speedvariation ΔV_(COM)(t) is set at a constant value, such as at 0.03G.

[0047] Command vehicle speed variation determining block 590 monitorsvehicle speed correction quantity V_(SUB)(t) outputted from lateral-Gvehicle speed correction quantity calculating block 580, and decidesthat a traveling on a curved road is terminated when vehicle speedcorrection quantity V_(SUB)(t) is returned to zero after vehicle speedcorrection quantity V_(SUB)(t) took a value except for zero from zero.Further, command vehicle speed variation determining block 590 detectswhether vehicle speed V_(A)(t) becomes equal to maximum value V_(SMAX)of the command vehicle speed.

[0048] When it is decided that the traveling on a curved road isterminated, the command vehicle speed variation ΔV_(COM)(t) iscalculated from vehicle speed V_(A)(t) at the moment when it is decidedthat the traveling on a curved road is terminated, instead ofdetermining the command vehicle speed variation ΔV_(COM)(t) by using themap of FIG. 6 on the basis of the absolute value of a deviation betweenvehicle speed V_(A)(t) and maximum value V_(SMAX) of the command vehiclespeed. The characteristic employed for calculating the command vehiclespeed variation ΔV_(COM)(t) under the curve-traveling terminatedcondition performs a tendency which is similar to that of FIG. 6. Morespecifically, in this characteristic employed in this curve terminatedcondition, a horizontal axis denotes vehicle speed V_(A)(t) instead ofabsolute value |V_(A)(t)−V_(SMAX)|. Accordingly, command vehicle speedvariation ΔV_(COM)(t) becomes small as vehicle speed V_(A)(t) becomessmall. This processing is terminated when vehicle speed V_(A)(t) becomesequal to maximum value V_(SMAX) of the command vehicle speed.

[0049] Instead of the above determination method of command vehiclespeed variation ΔV_(COM)(t) at the termination of the curved roadtraveling, when vehicle speed correction quantity V_(SUB)(t) takes avalue except for zero, it is decided that the curved road traveling isstarted. Under this situation, vehicle speed V_(A)(t1) at a moment t1 ofstarting the curved road traveling may be previously stored, and commandvehicle speed variation ΔV_(COM)(t) may be determined from a magnitudeof a difference ΔV_(A) between vehicle speed V_(A)(t1) at the moment t1of the start of the curved road traveling and vehicle speed V_(A)(t2) atthe moment t2 of the termination of the curved road traveling. Thecharacteristic employed for calculating the command vehicle speedvariation ΔV_(COM)(t) under this condition performs a tendency which isopposite to that of FIG. 6. More specifically, in this characteristiccurve, there is employed a map in which a horizontal axis denotesvehicle speed V_(A)(t) instead of |V_(A)(t)−V_(SMAX)|. Accordingly,command vehicle speed variation ΔV_(COM)(t) becomes smaller as vehiclespeed V_(A)(t) becomes larger. This processing is terminated whenvehicle speed V_(A)(t) becomes equal to maximum value V_(SMAX) of thecommand vehicle speed.

[0050] That is, when the vehicle travels on a curved road, the commandvehicle speed is corrected so that the lateral-G is suppressed within apredetermined range. Therefore, the vehicle speed is lowered in thissituation generally. After the traveling on a curved road is terminatedand the vehicle speed is decreased, the command vehicle speed variationΔV_(COM)(t) is varied according to vehicle speed V_(A)(t) at the momentof termination of the curved road traveling or according to themagnitude of the difference ΔV_(A) between vehicle speed V_(A)(t1) atthe moment t1 of staring of the curved road traveling and vehicle speedV_(A)(t2) at the moment t2 of the termination of the curved roadtraveling.

[0051] Further, when the vehicle speed during the curved road travelingis small or when vehicle speed difference ΔV_(A) is small, commandvehicle speed variation ΔV_(COM)(t) is set small and therefore theacceleration for the vehicle speed control due to the command vehiclespeed is decreased. This operation functions to preventing a largeacceleration from being generated by each curve when the vehicle travelson a winding road having continuous curves such as a S-shape curvedroad. Similarly, when the vehicle speed is high at the moment of thetermination of the curved road traveling, or when vehicle speeddifference ΔV_(A) is small, it is decided that the traveling curve issingle and command vehicle speed variation ΔV_(COM)(t) is set at a largevalue. Accordingly, the vehicle is accelerated just after the travelingof a single curved road is terminated, and therefore the driver of thevehicle becomes free from a strange feeling due to the slow-down of theacceleration.

[0052] Command vehicle speed determining block 510 receives vehiclespeed V_(A)(t), vehicle speed correction quantity V_(SUB)(t), commandvehicle speed variation ΔV_(COM)(t) and maximum value V_(SMAX) of thecommand vehicle speed and calculates command vehicle speed V_(COM)(t) asfollows.

[0053] (a) When maximum value V_(SMAX) of the command vehicle speed isgreater than vehicle speed V_(A)(t), that is, when the driver requestsaccelerating the vehicle by operating accelerate switch 40 (or a resumeswitch), command vehicle speed V_(COM)(t) is calculated from thefollowing equation (7).

V _(COM)(t)=min[V _(SMAX) , V _(A)(t)+ΔV _(COM)(t)−V _(SUB)(t)]  (7)

[0054] That is, smaller one of maximum value V_(SMAX) and the value[V_(A)(t)+ΔV_(COM)(t)−V_(SUB)(t)] is selected as command vehicle speedV_(COM).

[0055] (b) When V_(SMAX)=V_(A)(t), that is, when the vehicle travels ata constant speed, command vehicle speed V_(COM)(t) is calculated fromthe following equation (8).

V _(COM)(t)=V _(SMAX) −V _(SUB)(t)  (8)

[0056] That is, command vehicle speed V_(COM)(t) is obtained bysubtracting vehicle speed correction quantity V_(SUB)(t) from maximumvalue V_(SMAX) of the command vehicle speed.

[0057] (c) When maximum value V_(SMAX) of the command vehicle speed issmaller than vehicle speed V_(A)(t), that is, when the driver requeststo decelerate the vehicle by operating coast switch 30, command vehiclespeed V_(COM)(t) is calculated from the following equation (9).

V _(COM)(t)=max[V _(SMAX) , V _(A)(t)−ΔV _(COM)(t)−V _(SUB)(t)]  (9)

[0058] That is, larger one of maximum value V_(SMAX) and the value[V_(A)(t)−ΔV_(COM)(t)−V_(SUB)(t)] is selected as command vehicle speedV_(COM)(t).

[0059] Command vehicle speed V_(COM)(t) is determined from theabove-mentioned manner, and the vehicle speed control system controlsvehicle speed V_(A)(t) according to the determined command vehicle speedV_(COM)(t).

[0060] A command drive torque calculating block 530 receives commandvehicle speed V_(COM)(t) and vehicle speed V_(A)(t) and calculates acommand drive torque d_(FC)(t). FIG. 7 shows a construction of commanddrive torque calculating block 530.

[0061] When the input is command vehicle speed V_(COM)(t) and the outputis vehicle speed V_(A)(t), a transfer characteristic (function) G_(V)(s)thereof is represented by the following equation (10).

G _(V)(s)=1/(T _(V) ·s+1)·e ^((−LV·s))  (10)

[0062] In this equation (10), T_(V) is a first-order lag time constant,and L_(V) is a dead time due to a delay of a power train system.

[0063] By modeling a vehicle model of a controlled system in a manner oftreating command drive torque d_(FC)(t) as a control input (manipulatedvalue) and vehicle speed V_(A)(t) as a controlled value, the behavior ofa vehicle power train is represented by a simplified linear model shownby the following equation (11).

V _(A)(t)=1/(m _(V) ·Rt·s)·e ^((−LV·s)) ·d _(FC)(t)  (11)

[0064] In this equation (11), Rt is an effective (rotation) radius of atire, and m_(V) is a vehicle mass (weight).

[0065] The vehicle model employing command drive torque d_(FC)(t) as aninput and vehicle speed V_(A)(t) as an output performs an integralcharacteristic since the equation (11) of the vehicle model is of a 1/stype.

[0066] Although the controlled system performs a non-linearcharacteristic which includes a dead time L_(V) due to the delay of thepower train system and varies the dead time L_(V) according to theemployed actuator and engine, the vehicle model employing the commanddrive torque d_(FC)(t) as an input and vehicle speed V_(A)(t) as anoutput can be represented by the equation (11) by means of theapproximate zeroing method employing a disturbance estimator.

[0067] By corresponding the response characteristic of the controlledsystem of employing the command drive torque d_(FC)(t) as an input andvehicle speed V_(A)(t) as an output to a characteristic of the transferfunction G_(V)(s) having a predetermined first-order lag T_(V) and thedead time L_(V), the following relationship is obtained by using C₁(s),C₂(s) and C₃(S) shown in FIG. 7.

C ₁(s)=e ^((−LV·s))/(T _(H) ·s+1)  (12)

C ₂(s)=(m _(V) ·Rt·s)/(T _(H) ·s+1)  (13)

d _(V)(t)=C ₂(s)·V _(A)(t)−C ₁(s)·d _(FC)(t)  (14)

[0068] In these equations (12), (13) and (14), C₁(s) and C₂(s) aredisturbance estimators for the approximate zeroing method and perform asa compensator for suppressing the influence due to the disturbance andmodeling.

[0069] When a norm model G_(V)(s) is treated as a first-order low-passfilter having a time constant T_(V) upon neglecting the dead time of thecontrolled system, the model matching compensator C₃(s) takes a constantas follows.

C ₃(t)=m _(V) ·Rt/T _(V)  (15)

[0070] From these compensators C₁(s), C₂(s) and C₃(s), the command drivetorque d_(FC)(t) is calculated from the following equation (16).$\begin{matrix}\begin{matrix}{{d_{FC}(t)} = {{{C_{3}(s)} \cdot \{ {{V_{COM}(t)} - {V_{A}(t)}} \}} -}} \\{\{ {{{C_{2}(s)} \cdot {V_{A}(t)}} - {{C_{1}(s)} \cdot {d_{FC}(t)}}} \}}\end{matrix} & (16)\end{matrix}$

[0071] A drive torque of the vehicle is controlled on the basis ofcommand drive torque d_(FC)(t). More specifically, the command throttleopening is calculated so as to bring actual drive torque d_(FA)(t)closer to command drive torque d_(FC)(t) by using a map indicative of anengine non-linear stationary characteristic. This map is shown in FIG.8, the relationship represented by this map has been previously measuredand stored. Further, when the required toque is negative and is notensured by the negative drive torque of the engine, the vehicle controlsystem operates the transmission and the brake system to ensure therequired negative torque. Thus, by controlling the throttle opening, thetransmission and the brake system, it becomes possible to modify theengine non-linear stationary characteristic into a linearizedcharacteristic.

[0072] Since CVT 70 employed in this embodiment according to the presentinvention is provided with a torque converter with a lockup mechanism,vehicle speed control block 500 receives a lockup signal LUs from acontroller of CVT 70. The lockup signal LUs indicates the lockupcondition of CVT 70. When vehicle speed control block 500 decides thatCVT is put in an un-lockup condition on the basis of the lockup signalLU_(s), vehicle speed control block 500 increases the time constantT_(H) employed to represent the compensators C₁(s) and C₂(s) as shown inFIG. 7. The increase of the time constant T_(H) decreases the vehiclespeed control feedback correction quantity (a correction coefficient forkeeping a desired response characteristic). Therefore, it becomespossible to adjust the model characteristic to the responsecharacteristic of the controlled system under the un-lockup condition,although the response characteristic of the controlled system under theun-lockup condition delays as compared with that of the controlledsystem under the lockup condition. Accordingly, the stability of thevehicle speed control system is ensured under both lockup condition andun-lockup condition.

[0073] Command drive torque calculating block 530 shown in FIG. 7 isconstructed by compensators C₁(s) and C₂(s) for compensating thetransfer characteristic of the controlled system and compensator C₃(s)for achieving a response characteristic previously designed by adesigner. Command drive torque calculating block 530 may be constructedby a pre-compensator C_(F)(s) for compensating so as to ensure a desiredresponse characteristic determined by the designer, a norm modelcalculating block C_(R)(s) for calculating the desired responsecharacteristic determined by the designer and a feedback compensatorC₃(s)′ for compensating a drift quantity (a difference between thetarget vehicle speed and the actual vehicle speed) with respect to theresponse characteristic of the norm model calculating section C_(R)(s),as shown in FIG. 12.

[0074] The pre-compensator C_(F)(s) calculates a standard command drivetorque d_(FC1)(t) by using the following filter in order to achieve thetransfer function G_(V)(s) of the actual vehicle speed V_(A)(t) withrespect to the command vehicle speed V_(COM)(t).

D _(FC1)(t)=m _(V) ·R _(T) ·s·V _(COM)(t)/(T _(V) ·s+1)  (17)

[0075] Norm model calculating block C_(R)(s) calculates a targetresponse V_(T)(t) of the vehicle speed control system from the transferfunction G_(V)(s) and the command vehicle speed V_(COM)(t) as follows.

V _(T)(t)=G _(V)(s)·V _(COM)(t)  (18)

[0076] Feedback compensator C₃(s)′ calculates a correction quantity ofthe command drive torque so as to cancel a deviation when the deviationbetween the target response V_(T)(t) and the actual vehicle speedV_(A)(t) is caused. That is, the correction quantity d_(V)(t)′ iscalculated from the following equation (19).

d _(V)(t)′=[(K _(P) ·s+K _(I))/s][V _(T)(t)−V _(A)(t)]  (19)

[0077] In this equation (19), K_(P) is a proportion control gain of thefeedback compensator C₃(s)′, K_(I) is an integral control gain of thefeedback compensator C₃(s)′, and the correction quantity d_(V)(t)′ ofthe drive torque corresponds to an estimated disturbance d_(V)(t)explained in FIG. 7.

[0078] When it is decided that CVT 70 is put in the un-lockup conditionfrom the lockup condition signal LUs, the correction quantity d_(V)(t)′is calculated from the following equation (20).

d _(V)(t)′=[(K _(P) ′·s+K _(I)′)/s][V _(T)(t)−V _(A)(t)]  (20)

[0079] In this equation (20), K_(P)′>K_(P), and K_(I)′>K_(I). Therefore,the feedback gain in the un-lockup condition of CVT 70 is decreased ascompared with that in the lockup condition of CVT 70. Further, commanddrive torque d_(FC)(t) is calculated from a standard command drivetorque d_(FC1)(t) and the correction quantity d_(V)(t)′ as follows.

d _(FC)(t)=d _(FC1)(t)+d _(V)(t)′  (21)

[0080] That is, when CVT 70 is put in the un-lockup condition, thefeedback gain is set at a smaller value as compared with the feedbackgain in the lockup condition. Accordingly, the changing rate of thecorrection quantity of the command drive torque becomes smaller, andtherefore it becomes possible to adapt the response characteristic ofthe controlled system which characteristic delays under the un-lockupcondition of CVT 70 as compared with the characteristic in the lockupcondition. Consequently, the stability of the vehicle speed controlsystem is ensured under both lockup condition and un-lockup condition.

[0081] Next, the actuator drive system of FIG. 1 will be discussedhereinafter.

[0082] Command gear ratio calculating block 540 receives command drivetorque d_(FC)(t), vehicle speed V_(A)(t), the output of coast switch 30and the output of accelerator pedal sensor 90. Command gear ratiocalculating block 540 calculates a command gear ratio DRATIO(t), whichis a ratio between an input rotation speed and an output rotation of CVT70, on the basis of the received information and outputs command gearratio DRATIO(t) to CVT 70 as mentioned later.

[0083] (a) When coast switch 30 is put in an off state, an estimatedthrottle opening TVO_(ESTI) is calculated from the throttle openingestimation map shown in FIG. 9 on the basis of vehicle speed V_(A)(t)and command drive torque d_(FC)(t). Then, a command engine rotationspeed N_(IN-COM) is calculated from the CVT shifting map shown in FIG.10 on the basis of estimated throttle opening TVO_(ESTI) and vehiclespeed V_(A)(t). Further, command gear ratio DRATIO(t) is obtained fromthe following equation (22) on the basis of vehicle speed V_(A)(t) andcommand engine rotation speed N_(IN-COM).

DRATIO(t)=N _(IN-COM)·2π·Rt/[60·V _(A)(t)·Gf]  (22)

[0084] In this equation (22), Gf is a final gear ratio.

[0085] (b) When coast switch 30 is switched on, that is, when maximumvalue V_(SMAX) of the command vehicle speed is decreased by switching oncoast switch 30, the previous value of command gear ratio DRATIO(t−1) ismaintained as the present command gear ratio DRATIO(t). Therefore, evenwhen coast switch 30 is continuously switched on, command gear ratioDRATIO(t) is maintained at the value set just before the switching on ofcoast switch 30 until coast switch is switched off. That is, the shiftdown is prohibited for a period from the switching on of coast switch 30to the switching off of coast switch 30.

[0086] That is, when the set speed of the vehicle speed control systemis once decreased by operating coast switch 30 and is then increased byoperating accelerate switch 40, the shift down is prohibited during thisperiod. Therefore, even if the throttle opening is opened to acceleratethe vehicle, the engine rotation speed is never radically increasedunder such a transmission condition. This prevents the engine fromgenerating noises excessively.

[0087] An actual gear ratio calculating block 550 of FIG. 1 calculatesan actual gear ratio RATIO(t) (an actual ratio between an input speedand an output speed of CVT 70) from the following equation on the basisof the engine rotation speed N_(E)(t) and vehicle speed V_(A)(t) whichis obtained by detecting an engine spark signal through engine speedsensor 80.

RATIO(t)=N _(E)(t)/[V _(A)(t)·Gf·2π·Rt]  (23)

[0088] A command engine torque calculating block 560 of FIG. 1calculates a command engine torque TE_(COM)(t) from command drive torqued_(FC)(t), actual gear ratio RATIO(t) and the following equation (24).

TE _(COM)(t)=d _(FC)(t)/[Gf·RATIO(t)]  (24)

[0089] A target throttle opening calculating block 570 of FIG. 1calculates a target throttle opening TVO_(COM) from the engineperformance map shown in FIG. 11 on the basis of command engine torqueTE_(COM)(t) and engine rotation speed N_(E)(t), and outputs thecalculated target throttle opening TVO_(COM) to throttle actuator 60.

[0090] A command brake pressure calculating block 630 of FIG. 1calculates an engine brake torque TE_(COM)′ during a throttle fullclosed condition from the engine performance map shown in FIG. 11 on thebasis of engine rotation speed N_(E)(t). Further, command brake pressurecalculating block 630 calculates a command brake pressure REF_(PBRK)(t)from the throttle full-close engine brake torque TE_(COM)′, commandengine torque TE_(COM)(t) and the following equation (25).$\begin{matrix}{{{REF}_{PBRK}(t)} = \frac{( {{TE}_{COM} - {TE}_{COM}^{\prime}} ) \cdot {Gm} \cdot {Gf}}{\{ {4 \cdot ( {{2 \cdot {AB} \cdot {RB} \cdot \mu}\quad B} )} \}}} & (25)\end{matrix}$

[0091] In this equation (25), Gm is a gear ratio of CVT 70, AB is awheel cylinder force (cylinder pressure×area), RB is an effective radiusof a disc rotor, and μB is a pad friction coefficient.

[0092] Next, the suspending process of the vehicle speed control will bediscussed hereinafter.

[0093] A vehicle speed control suspension deciding block 620 of FIG. 1receives an accelerator control input APO detected by accelerator pedalsensor 90 and compares accelerator control input APO with apredetermined value. The predetermined value is an accelerator controlinput APO₁ corresponding to a target throttle opening TVO_(COM) inputtedfrom a target throttle opening calculating block 570, that is a throttleopening corresponding to the vehicle speed automatically controlled atthis moment. When accelerator control input APO is greater than apredetermined value, that is, when a throttle opening becomes greaterthan a throttle opening controlled by throttle actuator 60 due to theaccelerator pedal depressing operation of the drive, vehicle speedcontrol suspension deciding block 620 outputs a vehicle speed controlsuspending signal.

[0094] Command drive torque calculating block 530 and target throttleopening calculating block 570 initialize the calculations, respectivelyin reply to the vehicle speed control suspending signal, and thetransmission controller of CVT 70 switches the shift-map from a constantspeed traveling shift-map to a normal traveling shift map. That is, thevehicle speed control system according to the present invention suspendsthe constant speed traveling, and starts the normal traveling accordingto the accelerator pedal operation of the driver.

[0095] The transmission controller of CVT 70 has stored the normaltraveling shift map and the constant speed traveling shift map, and whenthe vehicle speed control system according to the present inventiondecides to suspend the constant vehicle speed control, the vehicle speedcontrol system commands the transmission controller of CVT 70 to switchthe shift map from the constant speed traveling shift map to the normaltraveling shift map. The normal traveling shift map has a highresponsibility characteristic so that the shift down is quickly executedduring the acceleration. The constant speed traveling shift map has amild characteristic which impresses a smooth and mild feeling to adriver when the shift map is switched from the constant speed travelingmode to the normal traveling mode.

[0096] Vehicle speed control suspension deciding block 620 stopsoutputting the vehicle speed control suspending signal when theaccelerator control input APO returns to a value smaller than thepredetermined value. Further, when the accelerator control input APO issmaller than the predetermined value and when vehicle speed V_(A)(t) isgreater than the maximum value V_(SMAX) of the command vehicle speed,vehicle speed control suspension deciding block 620 outputs thedeceleration command to the command drive torque calculating block 530.

[0097] When the output of the vehicle speed control suspending signal isstopped and when the deceleration command is outputted, command drivetorque calculating block 530 basically executes the deceleration controlaccording to the throttle opening calculated at target throttle openingcalculating block 570 so as to achieve command drive torque d_(FC)(t).However, when command drive torque d_(FC)(t) cannot be achieved only byfully closing the throttle, the transmission control is further employedin addition to the throttle control. More specifically, in such a largedeceleration force required condition, command gear ratio calculatingblock 540 outputs the command gear ratio DRATIO (shift down command)regardless the road gradient, such as traveling on a down slope or aflat road. CVT 70 executes the shift down control according to thecommand gear ratio DRATIO to supply the shortage of the deceleratingforce.

[0098] Further, when command drive torque d_(FC)(t) is not ensured byboth the throttle control and the transmission control, and when thevehicle travels on a flat road, the shortage of command drive torqued_(FC)(t) is supplied by employing the brake system. However, when thevehicle travels on a down slop, the braking control by the brake systemis prohibited by outputting a brake control prohibiting signal BP fromcommand drive torque calculating block 530 to a command brake pressurecalculating block 630. The reason for prohibiting the braking control ofthe brake system on the down slop is as follows.

[0099] If the vehicle on the down slope is decelerated by means of thebrake system, it is necessary to continuously execute the braking. Thiscontinuous braking may cause the brake fade. Therefore, in order toprevent the brake fade, the vehicle speed control system according tothe present invention is arranged to execute the deceleration of thevehicle by means of the throttle control and the transmission controlwithout employing the brake system when the vehicle travels on a downslope.

[0100] With the thus arranged suspending method, even when the constantvehicle speed cruise control is restarted after the constant vehiclespeed cruise control is suspended in response to the temporalacceleration caused by depressing the accelerator pedal, a largerdeceleration as compared with that only by the throttle control isensured by the down shift of the transmission. Therefore, the conversiontime period to the target vehicle speed is further shortened. Further,by employing a continuously variable transmission (CVT 70) for thedeceleration, a shift shock is prevented even when the vehicle travelson the down slope. Further, since the deceleration ensured by thetransmission control and the throttle control is larger than that onlyby the throttle control and since the transmission control and thethrottle control are executed to smoothly achieve the drive torque onthe basis of the command vehicle speed variation ΔV_(COM), it ispossible to smoothly decelerate the vehicle while keeping thedeceleration degree at the predetermined value. In contrast to this, ifa normal non-CVT automatic transmission is employed, a shift shock isgenerated during the shift down, and therefore even when the largerdeceleration is requested, the conventional system employed a non-CVTtransmission has executed only the throttle control and has not executedthe shift down control of the transmission.

[0101] By employing a continuously variable transmission (CVT) with thevehicle speed control system, it becomes possible to smoothly shift downthe gear ratio of the transmission. Therefore, when the vehicle isdecelerated for continuing the vehicle speed control, a decelerationgreater than that only by the throttle control is smoothly executed.

[0102] Next, a stopping process of the vehicle speed control will bediscussed.

[0103] A drive wheel acceleration calculating block 600 of FIG. 1receives vehicle speed V_(A)(t) and calculates a drive wheelacceleration α_(OBS)(t) from the following equation (26).

α_(OBS)(t)=[K _(OBS) ·s/(T _(OBS) ·s ² +s+K _(OBS))]·V _(A)(t)  (26)

[0104] In this equation (26), K_(OBS) is a constant, and T_(OBS) is atime constant.

[0105] Since vehicle speed V_(A)(t) is a value calculated from therotation speed of a tire (drive wheel), the value of vehicle speedV_(A)(t) corresponds to the rotation speed of the drive wheel.Accordingly, drive wheel acceleration α_(OBS)(t) is a variation (drivewheel acceleration) of the vehicle speed obtained from the derive wheelspeed V_(A)(t).

[0106] Vehicle speed control stop deciding block 610 compares drivewheel acceleration α_(OBS)(t) calculated at drive torque calculatingblock 600 with the predetermined acceleration limit α which correspondsto the variation of the vehicle speed, such as 0.2G. When drive wheelacceleration α_(OBS)(t) becomes greater than the acceleration limit α,vehicle speed control stop deciding block 610 outputs the vehicle speedcontrol stopping signal to command drive torque calculating block 530and target throttle opening calculating block 570. In reply to thevehicle speed control stopping signal, command drive torque calculatingblock 530 and target throttle opening calculating block 570 initializethe calculations thereof respectively. Further, when the vehicle speedcontrol is once stopped, the vehicle speed control is not started untilset switch 20 is again switched on.

[0107] Since the vehicle speed control system shown in FIG. 1 controlsthe vehicle speed at the command vehicle speed based on command vehiclespeed variation ΔV_(COM) determined at command vehicle speed variationdetermining block 590. Therefore, when the vehicle is normallycontrolled, the vehicle speed variation never becomes greater than thelimit of the command vehicle speed variation, for example,0.06G=0.021(km/h/10 ms). Accordingly, when drive wheel accelerationα_(OBS)(t) becomes greater than the predetermined acceleration limit αwhich corresponds to the limit of the command vehicle speedacceleration, there is a possibility that the drive wheels are slipping.That is, by comparing drive wheel acceleration α_(OBS)(t) with thepredetermined acceleration limit α, it is possible to detect thegeneration of slippage of the vehicle. Accordingly, it becomes possibleto execute the slip decision and the stop decision of the vehicle speedcontrol, by obtaining drive wheel acceleration α_(OBS)(t) from theoutput of the normal vehicle speed sensor without providing anacceleration sensor in a slip suppressing system such as TCS (tractioncontrol system) and without detecting a difference between a rotationspeed of the drive wheel and a rotation speed of a driven wheel.Further, by increasing the command vehicle speed variation ΔV_(COM), itis possible to improve the responsibility of the system to the targetvehicle speed.

[0108] Although the embodiment according to the present invention hasbeen shown and described such that the stop decision of the vehiclespeed control is executed on the basis of the comparison between thedrive wheel acceleration α_(OBS)(t) and the predetermined value, theinvention is not limited to this and may be arranged such that the stopdecision is made when a difference between the command vehicle variationΔV_(COM) and drive wheel acceleration α_(OBS)(t) becomes greater than apredetermined value.

[0109] Command vehicle speed determining block 510 of FIG. 1 decideswhether V_(SMAX)<V_(A), that is, whether the command vehicle speedV_(COM)(t) is greater than vehicle speed V_(A)(t) and is varied to thedecelerating direction. Command vehicle speed determining block 510 setscommand vehicle speed V_(COM)(t) at vehicle speed V_(A)(t) or apredetermined vehicle speed smaller than vehicle speed V_(A)(t), such asat a value obtained by subtracting 5 km/h from vehicle speed V_(A)(t),and sets the initial values of integrators C₂(s) and C₁(s) at vehiclespeed V_(A)(t) so as to set the output of the equationC₂(s)·V_(A)(t)−C₁(s)·d_(FC)(t)=d_(V)(t) at zero. As a result of thissettings, the outputs of C₁(s) and C₂(s) become V_(A)(t) and thereforethe estimated disturbance d_(V)(t) becomes zero. Further, this controlis executed when the variation ΔV_(COM) which is a changing rate ofcommand vehicle speed V_(COM) is greater in the deceleration directionthan the predetermined deceleration, such as 0.06G. With thisarrangement, it becomes possible to facilitate unnecessaryinitialization of the command vehicle speed (V_(A)(t)→V_(COM)(t)) andinitialization of the integrators, and to decrease the shock due to thedeceleration.

[0110] Further, when the command vehicle speed (command control value ateach time until the actual vehicle speed reaches the target vehiclespeed) is greater than the actual vehicle speed and when the timevariation (change rate) of the command vehicle speed is turned to thedecelerating direction, by changing the command vehicle speed to theactual vehicle speed or the predetermined speed smaller than the actualvehicle speed, the actual vehicle speed is quickly converged into thetarget vehicle speed. Furthermore, it is possible to keep the continuingperformance of the control by initializing the calculation of commanddrive torque calculating block 530 from employing the actual vehiclespeed or a speed smaller than the actual vehicle speed.

[0111] Further, if the vehicle speed control system is arranged toexecute a control for bringing an actual inter-vehicle distance closerto a target inter-vehicle distance so as to execute a vehicle travelingwhile keeping a target inter-vehicle distance set by a driver withrespect to a preceding vehicle, the vehicle speed control system isarranged to set the command vehicle speed so as to keep the targetinter-vehicle distance. In this situation, when the actual inter-vehicledistance is lower than a predetermined distance and when the commandvehicle speed variation ΔV_(COM) is greater than the predetermined value(0.06G) in the deceleration direction, the change (V_(A)→V_(COM)) of thecommand vehicle speed V_(COM) and the initialization of command drivetorque calculating block 530 (particularly, integrator) are executed.With this arrangement, it becomes possible to quickly converge theinter-vehicle distance to the target inter-vehicle distance.Accordingly, the excessive approach to the preceding vehicle isprevented, and the continuity of the control is maintained. Further, thedecrease of the unnecessary initialization (V_(A)(t)43 V_(COM)(t) andinitialization of integrators) decreases the generation of the shiftdown shock.

[0112] The entire contents of Japanese Patent Applications Nos.2000-143511 and 2000-123543 filed on May 16, 2000 in Japan areincorporated herein by reference.

[0113] Although the invention has been described above by reference to acertain embodiment of the invention, the invention is not limited to theembodiments described above. Modifications and variations of theembodiment described above will occur to those skilled in the art, inlight of the above teaching. The scope of the invention is defined withreference to the following claims.

What is claimed is:
 1. A vehicle speed control system for a vehicle,comprising: a lateral acceleration sensor sensing a lateral accelerationof the vehicle; a vehicle speed sensor sensing a vehicle speed of thevehicle; a target vehicle speed setting device for setting a targetvehicle speed; a drive system generating drive force of the vehicle; anda controller connected with said lateral acceleration sensor, saidvehicle speed sensor, said target vehicle speed setting device and saiddrive system, said controller, calculating a correction quantity basedon the lateral acceleration and the vehicle speed, calculating a commandvehicle speed on the basis of the vehicle speed, the target vehiclespeed, a variation of the command vehicle speed, and the correctionquantity, and controlling said drive system to bring the vehicle speedcloser to the command vehicle speed.
 2. The vehicle speed control systemas claimed in claim 1, wherein said controller determines whether thevehicle is traveling on a curved road, and said controller determinesthe variation of the command vehicle speed at the time after thetraveling on the curved road is terminated, on the basis of one of acurve-terminated vehicle speed at the time when the curved roadtraveling is terminated and a start-end deviation between the vehiclespeed at the time when the vehicle starts traveling on a curved road andthe vehicle speed at the time when the curved road traveling isterminated.
 3. The vehicle speed control system as claimed in claim 1,wherein said drive system includes an engine system with a continuouslyvariable transmission (CVT) and a brake system.
 4. The vehicle speedcontrol system as claimed in claim 2, wherein said controller determinesthat the curved road traveling is terminated when the correctionquantity returns to zero after the correction quantity takes a valueexcept for zero.
 5. The vehicle speed control system as claimed in claim2, wherein said controller calculates the variation of the commandvehicle speed from a map stored in said controller and an absolute valueof a deviation between the vehicle speed and a maximum value of thecommand vehicle speed.
 6. The vehicle speed control system as claimed inclaim 5, wherein the map for calculating the variation performscharacteristics that the variation is increased according to theincrease of the absolute value when the absolute value of the deviationis within an intermediate range, that the variation is set at a firstconstant value equal to a maximum value of the variation in theintermediate range when the absolute value is greater than a maximumvalue of the absolute value in the intermediate range, and that thevariation is set at a second constant value equal to a minimum value ofthe variation in the intermediate range when the absolute value issmaller than a minimum value of the absolute value in the intermediaterange.
 7. The vehicle speed control system as claimed in claim 1,wherein said controller calculates the command vehicle speed atpredetermined time cycles.
 8. A vehicle speed control system comprising:a command vehicle speed variation determining section that calculates acommand vehicle speed variation on the based of a vehicle speed and a 5target vehicle speed set by a vehicle operator; a lateral accelerationvehicle speed correction quantity calculating section that detects alateral acceleration of a vehicle and calculates a correction quantityfrom a predetermined characteristic and the lateral acceleration; acontrolling section that controls a drive system of the vehicle so as tobring the vehicle speed closer to a target vehicle speed; and saidcommand vehicle speed variation determining section determining thecommand vehicle speed variation at the time after the traveling on thecurved road is terminated, on the basis of one of the vehicle speed atthe time when the curved road traveling is terminated and a deviationbetween the vehicle speed at the time when the vehicle starts travelingon the curved road and the vehicle speed at the time when the curvedroad traveling is terminated, instead of calculating on the based of avehicle speed and a target vehicle speed set by a vehicle operator. 9.The vehicle speed control system as claimed in claim 8, wherein saidcommand vehicle speed variation determining section determines thecommand vehicle speed variation at the time when the curved roadtraveling is terminated from the vehicle speed at the time oftermination of the curved road traveling and a characteristic that thecommand vehicle speed variation becomes smaller as the vehicle speedbecomes smaller.
 10. The vehicle speed control system as claimed inclaim 9, wherein said command vehicle speed variation determiningsection determines the command vehicle speed variation at the time whenthe curved road traveling is terminated from a deviation between thevehicle speed at the time when the curved road traveling is started andthe vehicle speed at the time of termination of the curved roadtraveling, in accordance with a characteristic that the command vehiclespeed variation becomes larger as the vehicle speed becomes larger. 11.A vehicle speed control system for a vehicle, comprising: a commandvehicle speed variation determining section that calculates a commandvehicle speed variation on the basis of a deviation between a vehiclespeed and a target vehicle speed set by an operator; a correctionquantity calculating section that detects a lateral acceleration of thevehicle and calculates a correction quantity according to the lateralacceleration; a command vehicle speed calculating section thatcalculates a command vehicle speed by subtracting the correctionquantity from a first value calculated from at least one of a targetvehicle speed set by a vehicle operator and a second value calculatedfrom the vehicle speed and the variation of the command vehicle speed;and said command vehicle speed variation determining section determiningthe correction quantity so that the correction quantity becomes smalleras the vehicle speed becomes higher.
 12. The vehicle speed controlsystem as claimed in claim 11, wherein said correction quantitycalculating section calculates the lateral acceleration from the vehiclespeed and a value obtained by processing one of a steer angle and a yawrate by means of a low-pass filter, calculates the correction quantityaccording to the lateral acceleration, and varies the correctionquantity by varying a cutoff frequency of the low pass filter accordingto the vehicle speed.
 13. A vehicle speed control system comprising: acontroller, determining whether the vehicle is traveling on a curvedroad, determining a variation of the command vehicle speed at the timeafter the traveling on the curved road is terminated, on the basis ofone of the vehicle speed at the time when the curved road traveling isterminated and a deviation between the vehicle speed at the time whenthe vehicle starts traveling on the curved road and the vehicle speed atthe time when the curved road traveling is terminated, and controlling adrive system of the vehicle so as to bring the vehicle speed closer tothe command vehicle speed.
 14. A method for controlling a vehicle speedof a vehicle, comprising: calculating a command vehicle speed variationon the basis of a deviation between a vehicle speed and a target vehiclespeed set by an operator; detecting a lateral acceleration of thevehicle; calculating a correction quantity according to the lateralacceleration; calculating a command vehicle speed by subtracting thecorrection quantity from a value calculated from at least one of atarget vehicle speed set by a vehicle operator and a value calculatedbased on the vehicle speed and the command vehicle speed variation; anddetermining the correction quantity so that the correction quantitybecomes smaller as the vehicle speed becomes higher.
 15. A vehicle speedcontrol system for a vehicle, comprising: detecting a vehicle speed ofthe vehicle; detecting a lateral acceleration of the vehicle;calculating a correction quantity based on the lateral acceleration andthe vehicle speed; calculating a command vehicle speed on the basis ofthe vehicle speed, a target vehicle speed, a predetermined variation ofthe command vehicle speed, and the correction quantity; and controllinga drive system to bring the vehicle speed closer to the command vehiclespeed.